Movable bridge



No. 6|7,2o|. i Patented 1an. 3, [1899. C. L. STBBEL.

MVABLE BRIDGE. (Application med Feb. 10,'1898.) V (Nn Modal.) 8 Sheets--Sheet I.

N0. 6|7,2D|. Patented la". 3, |899. C. L. STRBEL. MOVABLE BRIDGE.

(Application med Feb. 1o, 189s.)

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(Nn Model.)

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No. 6|7,20|. Patented Jan. 3, |899. C. L. STHOBEL.

MVBLE BRIDGE.

(Application led Feb. 10, 1898.) (No Model.)

6 Sheets-Sheet 3.

No., mmol. Patented 1an. 3, |899.

c. L. sTnoBEL. A MOVABLE BRIDGE.

(Appl ton l dF b 10 1898) 6 Sheets-Sheet 4.

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No. 6|7,2o|. Patemed 1an` s, |899. c. L. sTnoBEL. movAsLe amuse, (Application ledFeb. 10, 189B.)

6 Sheets-Sheet 5.

(No Model.)

No. s|7,2o|. Patented 1an. 3, |899.

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(Application Bled Feb. 1Q, 1898.)

6 Sheets-Sheet 8.

(NQ Model.)

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SPECIFICATION forming part of `Letters Patent N o. 617,201, dated January 3, 1899. Application iiled February l0, 1898. Serial No. 669,802. (No model.)

T0 @ZZ whom, it may concern:

Be it known that I, CHARLES L. STROBEL, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Movable Bridges, of which the followingis a specification.

The principal object of my invention is to provide a simple, "economical, and efficient movable bridge.

A further object of my invention is to provide a movable bridge-span with mechanism for raising and lowering the same and movclaimed.

In the accompanying` drawings, Figure 1 is an elevation of a complete bridge and substructure constructed in accordance with my improvements, showing the bridge closed in full lines and open in the dotted outline; Fig. 2, a plan view of the same; Fig. 3, a side elevation illustrating a modified form of bridge and substructure constructed in accordance with my im provements, showing the bridge closed in the full lines and open in the dotted outline; Fig. 4, a similar view of the same modication with the bridge-span partially raised; Fig. 5, a similar view with the bridge-span fully raised and ready to be moved backwardly; Fig. 6, a second modiiied form of my improvements as applied to an arched bridge. Figs.' 7, 8, and 9 are cross-sectional views taken on the lines 7, 8, and 9, respectively, and looking in the direction of the arrow, showing the manner of bracing the cantaliver-trusses; Fig.4 10, a side elevation of the motor used for moving the bridge backwardly and iorwardly, looking at it from line 10 of Fig. 1l; Fig. 11, an endview of the motor mechanism shown in Fig. 10; Fig. 12, a vertical sectional elevation of. the hydraulic ram and additional weight which is used `for rocking the cantaliver-trusses; and Figs. 13 and 14., enlarged sectional views of the socketbearings by which the bridge-span is positioned, supported, and held in place.

In the art to which this invention relatesit is well known that there are two principal classes of bridges, known as swing-bridges7 and bridges of the bascule type. The first style of bridge is objectionable in thatit requires a large center pier, which in many cases reduces the available waterway for navigation an objectionable amount, and the rotating of these bridges reduces the availy able dock room, thereby damaging adjacent property. The bridges of the bascule type are objectionable in that they require an excessive amount of power for operation in high winds, for the reason that they expose a large area to the wind when the bridge is open. Further, wooden blocks, asphalt, or stone cannot be used for paving this type of bridge, inasmuch as they would become displaced through the motions of the bridge.

The principal object of my invention, therefore, is to provide a simple, economical, and eflicient bridge which will obviate the objections above noted and one in which the least amount of power and motion may be used for the purpose of opening and closing the bridge.

In illustrating and describing my improvements I have chosen three forms of bridges which may be constructed in accordance with my improvements, and I have not illustrated and described the construction of the bridge in detail any further than is necessary to properly disclose my invention and enable ythose skilled in the art to practice the same,

leaving out of consideration old and wellknown details for the purpose of avoiding prolixity, confusion, and ambiguity.

In constructing abridge in accordance with my improvements (see Figs. 1 and 2.) I make the bridge-span in the form of aplate-girder span A and movably support it upon socketbearings a and a. (Shown particularly in Figs. 13 and 14.) The socket-bearing a is made preferably of a movable pin or rocker to allow for the expansion and contraction of span covers or spans the channel A', which may be a canal, river, or other waterway used for the purposes of navigation. It is advisable and necessary, therefore, at times to remove this span from position to permit vessels to pass through the waterway, and in order to accomplish this result in a simple, economical, and eiiicient manner a rocking cantaliver-truss C is provided, having overhead lateral and sway bracing, and is fulcrumed at c upon a movable truck D, mounted on suitable tracks Cl,so that it may be moved back and forth, as shown particularly in Fig. l of the drawings. One end of this cantalivertruss is pivotally connected to the plategirder span at c at or near its center of gravity, so that by depressing the opposite or land end of the cantaliver-truss the bridge-span will be raised from its position a sufficient amount to lift it above the road-bed of the bridge approaches for the purpose of moving it back to the position shown in dotted outline. In order to accomplish this raising or lowering effectively and hold the span horizontally, a second lever C' is provided and pivotally connected to the end of the bridgespan nearest the fulcruln-point of the cantaliver-truss and to the cantaliver-truss at c2. This second lever is also fulcrumed on the truck at c3, so that the depressing ofthe land end of the cantaliver-truss would lift the bridge-span horizontally and hold it in such manner during the backward or forward movements of the cantaliver-truss.

In order to provide for the economical lifting of the bridge, the land end of the cantaliver-truss is provided with a counterweight E, which is somewhat less than the deadweight of the movable span, so that there will be no tendency for the bridge-span to rise owing to wind-pressure underneath the same. The cantaliver-truss is also provided with a hydraulic ram G, the piston g of which carries an additional weight G', and has its lower end provided with a trolley or wheel g', which normally support-s the piston, with its weight, upon the track d, so as to relieve the cantaliver-truss of the additional weight and at the same time prevent the elastic movements ofthe truss from being communicated to the ram. The ram is provided with a liquid-supply pipe G2, which supplies liquid between the hydraulic piston and its cylinder, preferably underneath the piston-head, in such a manner that when liquid under pressure is fed into it the tendency is to raise Aland end of the cantaliver-truss, as above suggested, is sufficient to overcome the balance of the cantaliVer-truss and the weight of the bridge-span, depress the land or inner end of the cantaliver-truss, and raise its opposite end with the bridge-span until the trolley or wheel C2 contacts the track, as shown in dotted outlines in Fig. l, at which point the bridge-span is clear and `above the roadway. When the movement of the inner end of the cantaliver-truss has been sufticient to cause the trolley C2 to contact the track, a further supply of the liquid under pressure to the hydraulic ram will lift the additional weight, its piston, and trolley completely off the track and permit the parts to be moved backward.

In order to move the cantaliver-truss, with its load, backwardly and forwardly in an economical manner, I provide a mot-or H, shown particularly in Figs. l0 and 1l and which is not illustrated in the other figures, illustration in the other figures being omitted for the purpose of clearness. The means I have chosen as illustrating one form of motor for moving the truck which supports the cantaliver-truss and its load backward and forward is preferably an electric motor, which is supported on a frame Il', carried by the truck or trucks D, in such manner that the rocking motions of the cantaliver-truss will not be imparted to the operating mechanism. This electric motor is geared to a horizontal shaft by means of the train of gears h', and which in turn is connected or geared with spurgears h2 on the wheel-axles h3 by means of the vertical shaft h4 and the bevel-gearing h5 and h6. This particular mechanism is advantageous in that it provides an unobstructed approach to the bridge and at the same time operates the wheels on both sides of the truck or trucks uniformly and simultaneously.

Describing the modification shown in Figs. 3, 4, and 5 the bridge span, approaches, pillars, &c. are all constructed substantially as described inl connection with Figs. l and 2, and the truck D', which supports the cantaliver, is practically the same as that shown in connection with Figs. l and 2. In fact the entire mechanism iilustrated in these figures is the same as that shown in connection with Figs. l and 2, with the exception that the supplementary lever for holding the bridge in a horizontal manner while raising and lowering the bridge is dispensed with. In this modiication the cantaliver-truss is pivotally secured to the plate-girder bridge-span at c' a little forward of the center of gravity, so that when the cantaliver-truss is rocked one end of the bridge is first lifted, as shown in Fig. 4f, until the stops d2 on the span and truss conlOO IIO

IIS

tact each other. The further rocking of the cantaliver-truss lifts the plate-girder bridgespan farther and above the roadway of the approaches and into substantially a horizontal position, (shown particularly in Fig. 5,) when the trolley C2 contacts the track and permits the truck by meansV of its motor to V move the cantaliver-truss, with its load, back to the position shown in Fig. 3, where the trolley C2 contacts the stops d on the track. In other respects, with the exception of those above noted, the structure shown in the modification of Figs. 3, 4, and 5 resembles those `described in connection with Figs. l and 2.

The motor for moving the truck back and forth may be the same and the operation of the hydraulic ram the same.

Describing the modification shown in Fig. 6, the bridge-span is constructed of an arched frame made in two parts I and I', meeting at the middle point t', their inner or land ends being fulcrumed and resting upon the pillars or abutments K. The cantaliver-truss, truck upon which it is mounted and moved, parallel lever, hydraulic ram, dac., are constructed substantially the same as described in connection with Figs. l and 2 and are pivotally connected to each half of the bridgespan at or near the center of gravity t" in such a manner that when the cantaliver-truss is rocked so as to depress its land end the span is first lifted at the center away from each other, then in a parallel motion and above the road-bed, so that the truck may be moved. back to carry each half of the span out of the way of the channel and permit free navigation. In closing the bridge the arched girders will touch at the spring of the arch first, and, continuing the motion of lowering these girders, there will be a slight rotation around the spring of the arch until the two halves abut at the center. This type of bridge is particularly advantageous in wide channels.

be constructed substantially similar to that shown in Figs. l and Q-that is, a structure the exact counterpart of that shown and described in connection with Figs. l and 2 can be made and arranged on the opposite side of the channel, using two movable plate-girder bridge-spans instead of one and meeting at the center of the channel, so that their ends rest upon a narrow pier.

While I have specifically described the mechanism for rocking the cantaliver-truss and the motor for operating the supportingtruck, I do not desire to be limited to lthese specific mechanisms for the reason that instead of using a hydraulic ramfor throwing the additional weight into and out of engagement with the cantaliver-truss the engagement or disengagement could be effected directly by means of an electric motor on the truss. Further, instead of having a house L on the cantaliver-truss in which the operator may have his station for manipulating the mechanisms such station and motor mechanisms might be located at a considera-ble distance from the cantaliver on shore and the truck be operated by means of a cable. In-

stead of plate guide-spans lattice-guides or truss-spans may of course be used,if desirable.

tion or detailed description by those skilled in the art and can be adapted or secured to the bridge so as to operate in connection with my improvements without departing from the spirit of the invention.

From an inspection of the drawings and the foregoing description of the construction and operation it'will'be seen that a bridge constructed in accordance with my improvements contains material advantages over those now in use and that, first, the movable span remains substantially in a horizontal position, so that there is no tendency to displace the pavement; second, as the bridge remains in a horizontal position it cannot be struck by the wind except at a very acute angle; third, the bridge moves back upon itself, so that no neighboring property is interfered with or damaged; fourth, .the operation of opening and closing the bridge consists of two motions only, the least possible for any type of movable bridge; fifth, there is but little power required for the lifting and lowering of the span, as the weight to be moved is only an additional or excess weight, which is sufficient to prevent unfavorable action of the wind; sixth, the proper alinement of the bridge-span with the approaches may be secured, so that this type of bridge is very advantageous for railroad purposes, and, finally, the mechanisms are simple to understand, economical to build, and efficient in operation and veryaccessible to repair.

I claim- 1. In a bridge of the class described, the combination of amovable span portion, a can` taliver for raising and lowering the span, means for rocking the cantaliver, and means for moving the cantaliver with its load backwardly and forwardly, substantially as described.

2. In a bridge of the class described, the combination of a movable span portion, a can- IOO IIO

taliver pivotally secured to the span portion K at or near its center of gravity, a second lever connected with the span and the cantaliver so that during the rocking of the cantaliver the span is raised and lowered in a horizontal manner, means for rocking the cantathrown into and out of engagement with the opposite end of the cantaliver-truss to Overcome the weight of the bridge and rock the cantaliver so as to raise or lower the bridge, means for throwing the weight into and out of operative engagement with the cantaliver, and means for moving the cantaliver-truss with its load backwardly and forwardly, substantially as described.

4. In a bridge of the class described, the combination of a movable span portion, a cantaliver-truss pivotally secured to the span portion to raise and lower the same and hold it in a raised position, means for rocking the cantaliver-truss, a movable truck on which the cantaliver is pivotally secured for moving the cantaliver with its load backwardly and forwardly, substantially as described.

5. In a bridge of the class described, the combination of a span portion, a cantaliver pivotally secured to the span portion for rais- 'ing and lowering the same and sustaining it in a raised position, a counterbalance-weight of a weight less than the weight of the span on the opposite end of the cantaliver, an additional weight arranged to be thrown into and out of operative engagement with the Weighted end of the cantaliver and overcome the counterbalance and rock the same, means for throwing the additional weight into and out of operative engagement with the cantaliver,

a truck provided with tracks upon which it is moved and on which the cantaliver is pivotally mounted and sustained, and means for moving the truck with the cantaliver and its load backwardly and forwardly, substantially as described.

6. ln a bridge of the class described, the combination of a movable span portion, a cantaliver-truss pivotally secured to the span por, tion for raising and lowering the same in sub stantially a horizontal manner and holding it in a raised position, a counterbalance-weight of less weight than the movable span secured to the cantaliver-truss at or near its opposite end, an additional weight arranged to be thrown into and out of operative engagement with the weighted end of the cantaliver to overcome the counterbalance and rock the cantaliver-truss, a hydraulic -ram for throwing the additional weight into and out of operative engagement with the cantaliver-truss, a wheeled truck upon which the cantalivertruss is pivotally mounted and moved, and means for moving the truck with its load backwardly and forwardly, substantially as described.

OHARLES L. STROBEL. Witnesses:

THOMAS F. SHERIDAN, THOMAS B. MCGREGOR. 

